Tag: Automotive

Electrified standoff: Rivian vs. Lucid in 2023.

We’re diving into a wild ride called the electric vehicle (EV) stock showdown involving none other than Rivian and Lucid. These players have their sights set on the luxury portion of the electric vehicle market, but guess what? The plot twists when their paths turn sideways in the face of a bombshell in the form of a production plan for 2023. Let’s get to the bottom of it!

Prelude: Market hype.

Rivian stock soars on Tuesday night after a killer growth report. And Lucid? Well, let’s just say it’s not exactly a walk in the EV park: lower third-quarter earnings led to an overnight drop in the company’s stock.

Rivian’s triumph.

A. Revenue and outlook.

Rivian’s financial report? It’s like music to investors’ ears. Analysts expected a more modest loss, but boom, and Rivian shows revenue growth exceeding the SpaceX launch.

B. Production surge.

Late Tuesday, not only was the financial news released, but the breaking news was that Rivian plans to produce 54,000 electric cars in 2023, up from a modest 52,000 in August. Why? Well, progress on the production lines, proprietary motor magic and rosy supply chain prospects.

C. Strategic moves.

Hold on to your seats! Rivian reveals that its commercial electric vans will be available to more customers beyond Amazon. Now that’s what I call market power.

D. Stock Dynamics.

Despite a rocky October, including a drop in stock price, Rivian is back in the game. The stock is closing higher, reversing those horrendous October losses. Talk about a stock market tango!

The struggles of Lucid.

A. Falling profits and revenue.

Lucid’s financial report? Let’s just say it’s more of a stumble and fall scenario. A loss of 28 cents and a drop in revenue of almost 30%. Ouch! That’s like if they had a collision with a Tesla car.

B. Production realignment.

Facing the music, Lucid is adjusting its production plans for 2023, dropping from over 10,000 cars to a more modest 8,000-8,500. It’s as if the company is saying, “Let’s hit the brakes and move cautiously through the EV maze.”

C. Stock problems.

Lucid’s stock? Well, they didn’t exactly break the world record for limbo. Dropping even lower on the chart, they’re playing in the minor leagues, trading near historic lows.

The bigger picture: Global EV problems.

By and large, both Rivian and Lucid are playing their parts in a soap opera filled with global issues related to electric vehicles. Imagine auto giants, including Tesla, warning of slowing demand – it’s like the EV world is collectively suffocating.

Assessing the future: A look at Tesla’s warnings.

In this compelling drama, Tesla – a trailblazer – takes center stage. Elon Musk has blabbed that they are going to build an eco-friendly car in Germany. Now that’s a plot twist worth watching, especially when it comes to a cheap EV at a factory in Berlin.

6. RECAP concept unveiled.

A. Problematic plot points:

The Lucid money situation is like a roller coaster that goes up and down. The global slowdown in EV growth is like rain on a parade.

Look at Rivian – they’re not just sitting around sipping coffee. No, they’re diving headfirst into the electric van game as if to say, “Step aside, world, we’re here!”. And, mind you, they’re optimistic about how production is ramping up. It’s like they found a stash of energy drinks or something.

Anyway, Lucid juggles financial acrobatics and Rivian performs an electric boogie in vans and jumps from high up on production spikes. Not a bad show, right?

B. EV Drama Solutions:

Rivian shows off its financial muscle with positive results that probably make Wall Street dance with happiness. And they’re not stopping there – these folks are looking to the future with a production plan that feels like they’re aiming for the moon. Shooting for the stars, right?

Now let’s talk about Lucid. They don’t throw raucous parties. On the contrary, they’re realists, adjusting production like experienced DJs adjust beats to fit the rhythm of the market. It’s as if they’re saying, “Hey, we’re not here for the bright lights, we’re here for the real thing.”

C. Benefits for EV enthusiasts:

Rivian stock is on a winning streak, bringing much-needed optimism to the electric car circus. It’s like they’ve brought confetti to the party, and Wall Street is loving the show.

Now let’s talk about Lucid. These guys aren’t afraid to shake things up. They play 4D chess while the rest of us are stuck in checkers, strategically rebuilding their production like it’s no big deal. It’s like watching a professional poker player – calm, collected, not showing all their cards. These moves speak louder than a TED talk on business turnarounds.

D. Evidence in the EV courtroom:

Rivian’s stock is skyrocketing as if it just won the lottery of success. Such financial swagger makes you wonder if they hired financial wizards or just found a four-leaf clover.

And then there’s Lucid, a company that doesn’t play the “Pin the Tail on the Donkey” game blindfolded. No sir, they’re holding the wheel and making strategic moves that say, “We’re not here to ride, we’re here to own the electric car highway.” It’s like they’re playing chess while others are stuck in a game of Monopoly. Checkmate and checkmate, my friends.

Conclusion: Navigating the EV landscape.

On this roller coaster of emotions, Rivian and Lucid are the main characters, each navigating their own unique plot twists and turns. As Tesla adds its chapter to this saga, the EV world continues to spin, leaving us all on the edge of our seats. Stay tuned, because the drama in the EV world is far from over – it’s the plot twist that keeps the suspense going.

F.A.Q.

Question 1.

Q: What caused Rivian stock to surge late Tuesday?

A: Rivian’s stock rose sharply following the release of its earnings report, driven by impressive third-quarter revenue numbers that beat expectations.

Question 2.

Q: How has Lucid stock been affected by the change in production guidance for 2023?

A: Lucid’s stock was hurt when it lowered its 2023 production guidance after the third-quarter revenue decline was worse than expected.

Question 3.

Q: What strategic move has Rivian announced regarding its commercial electric vans?

A: Rivian announced plans to expand its commercial electric van customer base beyond its key customer, Amazon.

Question 4.

Q: What is the financial outlook for Rivian and Lucid, based on recent reports?

A: Rivian, despite a smaller-than-expected loss, reported strong revenue growth. In contrast, Lucid’s loss was 28 cents and revenue was down nearly 30%, indicating a more challenging financial environment.

Question 5.

Q: How has the stock market treated Rivian and Lucid against the backdrop of recent events?

A: Rivian shares continued to fluctuate, rising 3.3% in late trading, reversing earlier losses, but remaining below their 50-day and 200-day moving averages. On the other hand, Lucid shares fell 4.2% to close near historic lows, highlighting the challenges facing start-up EV companies.

Read more / Original news source: https://manipurhub.com/rivian-and-lucid-s-sharply-divergent-plans-for-evs-and-tesla-s-warnings-347/

Introduction.

The automotive industry is constantly evolving, driven by technological advances, changing customer preferences, and regulatory requirements. As a result, automotive program managers must be able to manage change. Change management is the process of helping individuals, teams, and organizations move from a current state to a desired future state.

In the automotive industry, change management can be particularly challenging because of the complex and interconnected nature of the product development process. Any change to one aspect of an automobile can impact other aspects such as cost, performance, and reliability. In addition, automotive programs are often very time sensitive, and tight deadlines must be met to get new vehicles into production.

Despite the challenges, effective change management is essential to the success of automotive programs. By carefully planning and implementing change initiatives, program managers can minimize disruption and ensure that their programs stay on track.

Benefits of effective change management.

Effective change management can provide a number of benefits to automotive program managers, including:

Risk mitigation: Change management identifies and mitigates potential risks associated with change. This avoids costly delays and disruptions to program operations.

Increased stakeholder satisfaction: Change management helps ensure that all stakeholders are informed and involved in the change process. This will help build trust and support for change, which can lead to better outcomes.

Increase employee engagement: Change management can help to create a sense of ownership and responsibility for change among employees. This can lead to increased engagement and productivity.

Improved organizational performance: Change management can help organizations adapt to change more effectively, which can lead to improved performance over time.

Key principles of change management.

There are a number of key principles that automotive program managers can follow to improve change management effectiveness. These include:

Have a clear vision for change: Before implementing any change, it is important to have a clear vision of the desired future state. This vision should be communicated to all stakeholders and used to guide the change process.

Involve stakeholders early and often: It is important to involve all stakeholders early and often in the change process. This will help to identify and address potential problems and build support for the change.

Ensure clear and concise communication: Throughout the change process, it is important to ensure clear and concise communication to all stakeholders. This will help keep everyone informed about the changes and reduce uncertainty.

Managing resistance to change: Resistance to change is normal. Program managers must be prepared to manage this resistance and help staff transition to the new state.

Monitoring and evaluating change: It is important to monitor and evaluate the change process to ensure that it is on track and achieving its goals. Necessary adjustments should be made as the process progresses.

Change management models in the automotive industry.

There are a number of change management models that can be used in the automotive industry. One popular one is the ADKAR model, which stands for Awareness, Desire, Knowledge, Ability, Reinforcement. This model identifies five key elements necessary for successful change:

Awareness: employees must be aware of the need for change and understand the benefits it will bring.

Desire: Employees must have a desire to change and be motivated to support the change initiative.

Knowledge: Employees must have the knowledge and skills necessary to implement the change.

Ability: Employees must be able to implement the change effectively.

Reinforcement: Employees should be rewarded for their efforts in implementing change.

Another popular change management model is Kotter’s model, which identifies eight steps to successful change:

Create a sense of urgency: Employees must recognize the need for change and understand the urgency of the situation.

Form a strong leadership coalition: A team of influential leaders must be assembled to guide the change process.

Create a vision for change: A clear and concise vision of the desired future state must be developed and communicated to all stakeholders.

Communicate the vision: The vision for change must be communicated to all stakeholders in a clear and concise manner.

Empower employees to take broad actions: Employees should be empowered to take action and implement the change.

Generate short-term wins: Short-term wins should be celebrated to build momentum for change.

Consolidate gains and drive further change: Short-term wins should be used to consolidate gains and drive further change.

Read more / Original news source: https://manipurhub.com/automotive-program-management-change-management-318/

“This is your car, sir,” said the salesman at the car dealership.

“Really?” – replied my friend (and soon-to-be owner of a red 2006 Porsche Cayman S) in a surprised tone of voice because the car looked like new, not an 11-year-old with 67,000 on the clock.

“But it’s not orange,” he whispered to me.

“Yeah, that’s what I thought. Orange from the sun, that’s what it looked like in the picture.” I replied.

Buying a car “by eye” is not recommended.

But when there are so few options available, and if you want a manual transmission, you probably need to act fast. Nevertheless, red and beautifully prepared at the dealership, my friend’s new car looked spectacular.

Arriving at the Porsche center in Brisbane to inspect his new wheels for the first time was still exciting. For him, yes. For me, not so much. After all, it wasn’t my earnings flying out the window. I was more interested in watching him climb into the thing. With him being almost six foot five and the car barely 1300mm tall, it never occurred to him that he might not fit.

But he did, and with plenty of headroom.

Flat Six Boxer idiosyncrasy.

I almost raised my hand like a schoolboy trying to get the teacher’s attention.

“Flat six-cylinder horizontally opposed boxer,” he said, before continuing, “meaning oil is constantly lubricating all cylinders and valves. Unlike a straight or V6 where the oil is at the bottom of the cylinder. So while it helps reduce wear, oil can seep through the seals if left idling for a while. So don’t be alarmed if you see a trickle of smoke when you turn on the ignition. It happens.”

“But can’t that indicate premature cylinder wear?” I asked, eager to please.

“Yes, it can, but it’s usually noticeable on cars that are rarely used. So you drive it. He likes it. And drive it more.”

My friend and I exchanged a look. A look that said we liked his Arrow.

To chip or not to chip?

He showed us the neat little drawers and storage compartments, how the backlight works, and how to get the most out of the screen built into the dashboard. You’d think that spending sixteen grand on optional extras would include engine chipping or perhaps a shiny exhaust. But this was not the case as the previous, clearly discerning, owner had other ideas.

His focus was on the areas that Cayman buyers complained about most: the appearance of the wheels, the slipperiness of the seats, and the size of the steering wheel, which is obtrusive enough to catch your knee when you press the clutch. He wisely opted for black 19-inch wheels, premium sport seats and a smaller, slimmer, leather-wrapped steering wheel reminiscent of the ’70s, but only in the best way. And the car is immediately better because of them.

But how does it sound?

After we listened to the throaty sound of the new Panamera while waiting for documents to be signed, the rather ordinary-sounding ticking of the “six” was somewhat disappointing. It seemed no more impressive than, say, a Toyota GT 86. But it is worth to drive on a highway and to exceed a mark of 3000, as everything changes. The kickback in every gear, even in sixth, makes you grin from ear to ear. The noise of normal intake continuously increases up to the red line and, as for me, is not inferior to the roar of V8.

And for the driver.

Porsche has placed the digital speedometer in the center of the dials, however, and it’s the only gauge you pay attention to. The analog dial on the left only gives you an approximation of speed, and if that’s the dial you use regularly, it’s a dice game with death.

But what’s it like to drive?

I expected to be a little intimidated, but it turns out that driving this car is much easier than I thought it would be. Despite sitting very low, the front and rear visibility is quite wide, and the mirrors and rear quarter windows negate any blind spots. Getting through traffic is a breeze. I caught myself lingering on the sight of the luxurious curve of the rear fenders behind me and having to focus on the equally luxurious view ahead.

The cacophony emanating from the tires on any pavement is unrestrained, and every bump, crease, pothole or patch is telegraphed directly to your back, so it’s no wonder your butt starts to ache after the first three or four hours of driving.

But this isn’t a Grand Tourer.

This is a real small sports car. Once you leave the monotony of a two-lane road and hit the twisty, compressed roads that run from one side of the Pacific Highway to the interior of the Great Dividing Range, you’re quickly reminded of that. At first, the side bolsters of the new seats, especially around the shoulders, seemed too stiff, but point them down a winding stretch of bitumen and their purpose becomes obvious, especially to the driver.

True individuality comes to the fore. These roads are what this car was made for. It’s been raining, and it’s starting to sprinkle again. But there’s no loss of grip, whether it’s smooth, gravel or mixed surfaces. All four wheels stay in place like the pillars of the Harbor Bridge. The mid-engine layout and low center of gravity give the car balance and confidence. The tail wagging characteristic of 911s of yesteryear is banished along with any sense of dread.

Beware of bumps.

The only dangers a driver should be aware of are humps on small bridges. They will easily catch the underside of the front bumper, especially under hard braking. You need to release your foot in time to free up an inch or two of suspension. This will allow my passenger to unclench his buttocks and relax from thoughts of multi-thousand dollar cosmetic repair bills. If only for a second. Then you’re back on it, right foot placed and rhythmically bouncing off the road, bouncing downshifts and bouncing upshifts as the rev limiter approaches the 7000 mark.

Or at least you think so, because you’re not really looking at the dials. You’re guided by feel and sound and become one with the car. God, I could drive on these roads all year round, stopping only to pee and drain.

This is simply the best car I have driven so far.

It may not be the fastest, but its maneuverability, poise, and ease of use in everyday life allow it to top my list. And that’s for a car that was eleven years old at the time. Of course, the platform can probably handle more power, and I can see why Porsche didn’t cram more into it – otherwise it would outpace the 911, and they can’t let that happen. So is it worth the $52,000 my best friend paid for it?

Absolutely.

So what should he pay attention to?

The biggest problem with early Boxsters and Caymans was failure of the IMS, the intermediate shaft bearing. This could be the result of poor quality parts or insufficient use of the car. Either way, oil can leak out of the bearing, causing corrosion, and this debris gets trapped in the bearing the next time the car is started. Porsche replaced this part in later models, and now the problem is less of an issue. It seems to me that, given that this car is over a decade old, the problem has likely been solved, or it will not be an issue. At least not yet, anyway.

All the spigots and air intakes need to be cleaned regularly to keep leaves and other dirt out. Finally, the remote locking system is notoriously bad, and it costs $500 to replace.

With regular use, the car will sing for you as long as you take care of its maintenance. Just have it serviced every 12,000 miles or once a year and you’ll be laughing.

Finally, if you are on the lookout for a car, avoid copies with very low mileage. Such owners don’t deserve it if they don’t want to drive it, and these are the models that cause the most pain.

Read more / Original news source: https://manipurhub.com/you-only-buy-a-cayman-because-you-can-t-afford-a-911-do-you-143/

The birth of a legend.

It’s been 2 years since I met James. We met at an auction with the common goal of trying to get the best price for the Quattro I had written an article about a few weeks before. James was in the enviable position of having owned many auto exotics in the past, including two beautiful Ferrari’s. However, he had always owned BMWs “because they just work”. His current Bimmer, as it was then, is still considered one of the finest sports sedans ever made, the BMW E39 M5.

The E39 M5 was the first to be produced on BMW’s main production line in Dingolfing, Germany. It signaled that the car needed to be comfortable for everyday driving, but at the same time give a boost when it was really needed. That push came in the form of a normally supercharged V8 with 294 kW (394 hp) and 500 Nm of torque, through a 6-speed manual gearbox and rear wheels. A speed of 100 km/h was reached in just 4.8 seconds, and when limited it could accelerate to 300 km/h.

Impressive for 1998, wasn’t it?

An improvement on the Legend?

For James, it’s not enough. Although he’s not a racing driver, he likes to race on the track and needed something extra. A supercharger would do the trick. So would Supersprint manifolds, Schrick cams, reinforced differential bracket, Koni adjustable shocks, adjustable springs, lightweight flywheel and race clutch.

Being an accountant, he didn’t want to scare the neighbors, so he installed Milltek exhausts with vacuum-controlled valves to keep the noise down in town. Next, a short-throw transmission was installed because the standard one was too long and slow. Then a larger radiator and oil cooler were installed to keep it from overheating. Completing the picture were custom made wider wheels. After the car was stripped of its identifying marks – James doesn’t like to show off – it was almost ready.

“There’s a little surprise here,” he says, holding up a plastic watering can and unscrewing what I took to be the washer tank. “The methanol burns really cold and helps cool the car down some more.”

Just cool James down?

“Well, maybe it helps add a little bit of power.”

That help, according to James’ mechanic, boosts torque to about 700 Nm and 466 kW (625 hp) and blows away even the V8 supercars on the straight at Phillip Island.

Behind the wheel of the Legend.

After warming up the oil and driving quietly around town to let the tires warm up a bit, we find a small loop with a relatively traffic-free entrance and exit to the freeway to test the acceleration of his pride and joy.

“Don’t be scared, Mike,” James says, clearly realizing I’m a little nervous about his car wrapping around some lamppost. “It’s meant to be driven.”

The noise itself is intimidating enough, but getting this thing to the red line – the red line going to 7300 rpm (as opposed to the standard 7000) – is really a sweaty palm. My first attempt was anemic by James’ standards. I justify myself by explaining that I just needed to get a feel for it. Rolling around the track again, I gather my strength and begin to accelerate sharply at the apex of the first corner and bury my foot in the carpet as the straight comes into view.

Out of the corner of my eye I see James grabbing the roof handle, perhaps nervously, but I’m not sure. As the red line rapidly approaches, I manage to shift into third gear, and I’m pressed into the seat with a force I’ve never driven before. A car in the distance quickly approaches, and I hit the brakes before I can do any damage.

“I think I’m starting to get the hang of this, James,” I say, grinning from ear to ear.

The third time, I dial up the power even faster. This time I can feel the rear wheels spinning in both second and third gear. We whiz down the road with a monstrous noise and smoking rubber at breakneck speed. We both laugh hysterically as the adrenaline kicks in and I don’t want the day to end.

How practical is it?

While power is what this car possesses, I’m kind of in awe of how well composed it is at normal speeds. On rough roads and when overcoming obstacles, it is supple and docile. You could literally drive my grandmother to church in it and she wouldn’t feel any discomfort.”

“I once took my dad for a ride on it up a mountain. All he said was that it was a bit rough in the back seat as we were falling through corners on the uphill. We were going up to 230km/h, but he apparently didn’t notice or care.”

After a couple more laps, I felt I had some control over this monster. Its tires were now at the right temperature, and what used to be a jerk under hard acceleration had turned into tenacious, mind-blowing uphill sprints. Please, almighty deity, if you exist, let this road turn into a track so I can try the remaining 3 gears. Maybe add some turns. An east creek would be nice.

But all good things come to an end. I sadly but contentedly turn toward James’ house, glad I still have my license and hoping I haven’t disappointed him with my driving.

The cost of the legend.

Just how much does all this machinery cost? James bought the car a few years ago with only 19,000 miles for about $125k. He spent another $25k to bring it to its current condition. So the car is certainly not cheap. Nevertheless, you can find an E39 M5 for around $60k these days. James recommends spending around $15-20k to improve the brakes, exhaust and cooling system. You may not get as much power as his example, but you’ll certainly find joy and excitement in knowing that the car is built for daily use.

James did admit, though, that he changed the engine about 30,000km ago. With intensive driving, most of the engine tends to fail about every 50,000 km. And let’s face it: why have a car like this and not drive it vigorously. A new “donk” could have cost him $45k. Restoring it is even worse – $65k. But, as it turned out, he only had to pay half that amount. Because he was so professional, BMW decided to make a small concession on the cost. So I guess that’s a lesson for all of us.

Who can help.

There are some great tips on the M5 forums, including installing stronger bolts and periodically replacing the connecting rod bearings. YouTube’s M539 restoration is an even better source of knowledge.

Other great BMW deals can be found in the US. For example, the rearview mirror contains some trickery to darken it, and replacing it will cost you over $700. A guy in Texas makes copies and charges a fraction of that amount plus postage. So, if you work hard enough, owning a car like this is not the domain of the super elite.

As for me, I woke up with a stinking cold, but after an hour of heart-pounding fun, I felt 100% better. Thank you James, thank you so much.

Read more / Original news source: https://manipurhub.com/life-with-a-legend-bmw-m5-e39-135/

“Nice car, mate,” shouted a worker in a fluorescent vest outside the pub.

“Thanks, sure,” I replied, muttering that it wasn’t my car.

We laughed. He did, because he probably thought I’d stolen it. How else could a 22-year-old girl get around in such luxury? Me, because he didn’t notice the German license plates and therefore didn’t realize I was a passenger.

The perspective from the passenger seat.

It was 1991. Summer had descended on the UK, all of two days of it, and it coincided with a trip from London to Southport and back for a wedding.

The car was a brand new Mercedes 500SL. Silver and absolutely gorgeous. Black leather interior, lowered roof, music, great sound.

What could be better? Well, like being able to drive it, but to no avail. My girlfriend made a promise to her father, and he made sure she knew that no one else was insured. Being German, of course she followed the rules. Looking back, how could I blame her? Or him? Would you let a young man, also an Englishman you barely know, drive your new $200,000 car across the country with your daughter in tow? No, I wouldn’t let him either. I’m surprised he let me get in the car at all and even let me take his daughter.

He was a large man and so he was a good fit in the car. SLs were made for rich people like him. He also fitted a Harley soft tail which he asked me to buy for him as it was cheaper in the UK for some reason. But his confidence didn’t extend to his silver arrow.

But was it comfortable?

We drove all the way to England and back, covering about 700km. That’s a paltry distance for most Australians, but the time it took is not. The norm for any journey in the UK is that for every beautiful minute of highway driving at speeds in excess of 80, 90, 100 miles per hour, there is more often than not ten minutes of standing in a long, rumbling traffic jam. The reason for this is undoubtedly some maniac with a trailer hitch. Or a person who doesn’t understand braking distance.

Sounds awful, doesn’t it? Not at all. After hours in the spacious, slippery passenger seat, I climbed out of it feeling as refreshed as when I first got in. At one point we bumped into another SL, caught in perhaps its third traffic jam of the day. Like Torvil and Dean, we mesmerized our fellow travelers with the dance of our soft-tops opening with electronic synchronization.

On one surprisingly lonely straight, there was a moment of resistance. My willing driver rested his slender foot on the carpet, and we watched 150 mph gain in 20 seconds. I was fascinated.

Thirty-two years later what can we expect?

Those amazingly straight lines and huge proportions still look just as good. However, rich people, such as my ex-girlfriend’s father, have moved on to newer models, and long before there were any problems. So we should be careful, as it’s been about 15-20 years since the smart money left. Such vehicles are never cheap to maintain. So it is mandatory to have a completed logbook. Otherwise, buyers will be looking at a gold plated barrel. Or is it?

Mercedes has over-modded the design of these cars to an unbelievable degree. Remember, these were pre-Kreisler days, before that period of shoddy workmanship and crappy parts that practically robbed the brand of its bulletproof reputation.

For example, the grille slats were made from spare titanium fighter jet engine blades. Incredibly aerodynamic, lighter than plastic but stronger than steel. The soft top features rain gutters that channel water to the rear of the cabin rather than running down the sides. The hard top was made of aluminum and weighed only 33 pounds. It had two, yes, two, reverse gears. The first accelerated the car to over 75 km/h, which was fast enough. The second was 135! Just select “W” for winter mode and you’re off you go. Back.

The car was on the cutting edge of electronic magic.

ABS, traction control, automatic roll bar and automatically adjustable seat belts. The front and rear suspensions were fully independent. While this is the norm today, 32 years ago you would have been unlikely to find any of these things. There were even airbags, which was simply unheard of in those days.

Under the hood was a 5-liter double overhead cam V8 with 32 valves, producing 320 hp or 240 kW and 450 Nm of torque. In its new form it could drive all day at a top speed of 155 mph (250 km/h). It accelerated to 100 km/h in about 6 seconds and to 160 in less than 15 seconds. Not bad for a car that weighed less than 2 tons.

But there are a few things to check.

Before you run to the bank, sell your soul or rob your kids college fund. The pump is not cheap. If you are lucky, the consumption will be 15 liters per 100 km.

For maintenance, only go to the experts. They will cost more than your local handyman, but the benefit is worth it.

Make sure the oil pressure gauge shows 3 most of the time. It may go down to 2 or a little less when hot and idling, but at other times it should be 3. If it’s low while driving, get it back up and keep looking.

Replacing the spark controller for the ECU system can be expensive, so have the ignition serviced regularly and replace the 4 coils and distributors. This will be less expensive.

Oil starvation can cause problems with camshafts as well. Since we are talking about a car with up to 100,000 miles or more, the hoses and lines need to be replaced as they can crack once they are disturbed. If this has not been done before, walk away, you have met a lazy owner.

Transmission fluid should be changed every 60-70k miles. Don’t listen to Merc dealers, they have been told it is not necessary. However, according to long-time owners, this is the best advice for keeping the car in good condition. The oil should not look burnt or brown, if it does, you are back to a lazy owner. I have read that transmission systems can fail at 160,000 miles. You may not have to replace it, or it could just be a problem with the speed sensor. It’s a small plastic part that doesn’t cost too much. If there is even the slightest hint of slipping between gears while driving, take it as a warning. Also, take a ride with the roof down and listen for any extraneous noises from behind.

And the interior?

Any warning lights on the front panel, as you’d expect, indicate a problem. Check the operation of the roof and make sure the fabric is in good condition. It should take less than 20 seconds to extend or retract, and it should fit snugly into its compartment. Check for the presence of a hard top. If there isn’t one, there is no need to worry. They all come with one, no matter what anyone says. It will cost more than $12,000 to $14,000 to replace them. By the way, the hard top only unbolts when the ignition is on.

The convertible bar should work, it will come in handy in a serious accident. If it gets stuck in the raised position, the roof won’t work.

There may be some roll in the steering, which may be caused by worn steering dampers, which are inexpensive to replace. Make sure the disks are not warped and replace the rotors when servicing the brakes, never rotate them.

What to do about rot?

Rust is a less serious problem in Australia, but still check the trunk panels around the battery compartment, the leading edges of the front fenders and the jacking points. The latter are often overlooked as they are covered by plastic protection and owners may not be aware of the problem.

Otherwise, these cars are built to last. If you get a picky owner, it is likely that you have a well-maintained car in front of you.

And finally, the price.

As mentioned, the R129 SL500 in new condition used to cost in excess of $200,000. But today you can buy an excellent car at a price of about 50 thousand dollars with a mileage of less than 100 thousand kilometers on the odometer. For copies with high mileage you can get $35-45 thousand dollars. Interestingly, prices have increased over the last few years. Budget about $2-3k/year for maintenance and you will get a car that will make you look like a rich man, a fat German rich man if that’s what you’re aiming for.

Read more / Original news source: https://manipurhub.com/is-the-mercedes-benz-500-sl-r129-worth-buying-132/

Hmmm.

Because that’s the first thing that comes to mind.

“It’s an Alfa”, to the uninitiated Alphistas, is synonymous with “it’s a piece of shit”, let’s face it. Not in the sense of intelligence, but in the sense of reliability. It’s the automotive equivalent of marrying a porn star. She’s sexy as hell, but has a penchant for other men who like lube.

Mmmm…

But it’s the engine, the whole 3.2-liter V6, and the way it puts out its power, that’s what’s appealing. You don’t even resist, because the sound embraces you, the red hide squeezes your hands, and it’s all Red Rover. The sound of its exhaust sounds a lot like a woman’s exhale from a cigarette. I understand why you want it, but do you need it?

If I were younger, say, like Nadeem, my chauffeur for the next 25 minutes, this car would have to be it. It’s got everything. I think you can make out the words chick and magnet on the side.

But I’m not going to ask him to let me drive it because, frankly, it’s none of my business. He’s trying to sell it. But if he offers, I’ll bite his hand off.

When you change gear, there’s no unpleasant clanking or jerking of the clutch. Power is gained so gradually that I have to check myself if I am not used to turbo motors. The ride is supple but comfortable, and sitting among waves of red cow and beaches of tactile black plastic is very pleasant. I have to admit it’s a neat ride for a passenger.

Admittedly, in this case necessity forced me to take my two offspring along. So I guess you can understand my hesitation in asking to drive. I’m pretty much at ease as it is. I just asked a guy to take me for a ride in his impeccably presented car with two monsters in tow. And he did. Hats off to him.

But why an Alfa?

It’s the only GT V6 I could find around, with the upgraded Q2 diff. And why does that matter? Well, other than the fact that the original differential was highly suspect from an engineering standpoint (when it failed, it often took big chunks of the engine with it, like kidney surgery in a back alley). In addition, the heavier nose and increased power resulted in limited thrust control capabilities and poorer handling.

The Q2, by contrast, is different.

“A self-locking front differential that incorporates all the strengths of a front-wheel drive system in terms of active safety, increased driving pleasure and control, while providing some of the benefits of all-wheel drive, but at a significantly lower cost and weight.”

Alfa talks about its Q2 system.

Alfa’s limited slip differential virtually eliminates torque steer and understeer, which for a front-wheel-drive car with 244 horsepower/177 kW in the nose isn’t much of an accomplishment. Plus, it works, and there are very few problems recorded with it. Grip and cornering are much improved, even in the wet. It’s almost like a 4WD system for a front-wheel-drive car. It distributes torque to each wheel depending on road conditions, allowing you to press the accelerator pedal more confidently when exiting a corner. You can rest assured that if the inside wheel slips, the diff torsen will transfer torque to the side wheel and maintain excellent handling. It even improves handling, which is something this car was always meant to have.

Equally important is its functionality. Forums around the world unanimously praise it, and few problems have been identified so far. From “this is probably the best upgrade you can do, and it’s definitely worth doing as soon as you can afford it” to “the GT definitely needs the Q2 as it not only protects against the much talked about diff breakage, but also transforms the handling of the car in all conditions”.

The total cost of the upgrade is $2-2,500, and while you’re at it, you can check the master cylinder and clutch since the engine needs to be removed.

So, if you want to scratch your teeth and finally say you have an Alfa, should you choose this particular car? Many will say the 147 GTA is the best, but in my opinion the GT with the updated Q2 looks better and has a slight edge when it comes to dynamics. It’s fast, holds the road well and compared to previous Alfa’s, this car won’t see too many men behind it.

Read more / Original news source: https://manipurhub.com/alfa-romeo-gt-hmmmmmmm-130/

As far as I was concerned, Bruce Willis could never top David Addison. When I was 16, I had no idea that thinning hair and patterned sweaters could be so cool. I tried to emulate him, but it became obvious that such a look only suited those 25 years older than me, and what self-respecting teenage girl would look twice at a boy in a wool neck sweater?

However, David and his employer Maddie Hayes’ champagne-colored CSI Series 6 would have suited me just fine. God, how I loved that car, even though it was brown. From that moment on, my love affair with the 6 Series began. I lusted after CSI, and as a teenager it was the first car I mourned when the series ended. I remember feeling guilty for even considering looking at another car.

A few years later at a London motor show, I managed to sneak into the driver’s seat of an M6 and was convinced that I did indeed have a six, but a modest 628. I needed something more nimble for my imaginary trans-European trips. I still joke to this day that I succeeded. But really, the stains and poor dress style sense must have been writ large and the seller took pity on me.

The last E24 635s rolled off the assembly line in Bavaria in 1989.

Thus, these cars are at least 34 years old. Obviously, my favorite is the M6. They are by far the most expensive and all came with a manual transmission, which is fine with me.

Its power seems paltry compared to cars offered today. In the M series, the power was 286 hp (210 kW). If you find an American version with a catalytic converter, which was introduced in 1987, the power is even less. The 635’s power output was only 215 hp (160 kW), less than a modern hot hatch these days. However, the smoothness, handling and sheer driving theater of this, undoubtedly the most beautiful Bimmer ever made, is well worth it. They were designed to be a Grand Tourer, so they eat miles for breakfast and spit their driver out after hours behind the wheel with unnoticeable back and leg pain.

Unfortunately, it’s almost impossible to find M6s in Australia.

Most of them made their way to the States, so it might be worth looking there. However, a few years ago you could find the odd M635CSI for around $38k. Today, however, that price has gone up considerably, with just one car selling on Car Sales for $98k!

CSIs are much larger, and range from $50k to $30k with mileage up to 165k. As always, it’s best to spend as much as you can afford, as being cheap can be a two-way stick.

And the costs?

You probably guessed it coming: maintenance on these cars can be expensive unless you’re handy with a wrench. Remember that prevention is always better than cure, so finding a good local professional will pay dividends.

From what I understand, if you change the oil every 8-10k miles, you can expect the engine to last a long time.

The automatic transmission is probably the weakest link and often gives out after about 160,000km. So keep this in mind if the car you’re considering has more than 130,000 miles, and include the potential cost of a new transmission in your negotiations.

The transmission is sturdy, but the universal joints probably need checking. Regular maintenance, especially on an M6, is very important, paying particular attention to valves and timing components.

Rust can affect the seams on the sides of the engine bay, check the shock absorber struts for corrosion. If the car was imported from the UK, the situation will be much worse.

Make sure all the electrics work, such as the windows, seats, dashboard lights etc.

Having said all that, I still want a car like this and after writing this article, reasons and ways to loot my overdraft, forget about having too many people in my family and swap my Skoda for something more Teutonic are brewing in my head. Although Skoda is technically German these days, isn’t it.

Read more / Original news source: https://manipurhub.com/a-part-time-job-in-a-bmw-635-csi-125/

Deloitte’s timely survey of 141 automotive industry experts provides insight into how companies are moving forward. By identifying the latest trends, strategies, challenges and catalysts, the survey authors assessed the industry’s progress toward software-defined vehicles (SDVs).

Automakers are being given a clear message: adapt or risk being left behind. The initial stretch of the road to SDV is already seeing strong investment, encouraging adoption trends, and sound strategies. But as momentum builds, companies need to accelerate transformation to become leaders in the battle for a software-driven future.

Deloitte’s study, “’x1’ Surveying the Road: Exploring the Transition to Software-Defined Vehicles in the Automotive Industry,” examines this transition by gathering information from 141 experts from original equipment manufacturers (OEMs) and suppliers in Germany, France and the United Kingdom. The findings provide a timely overview of the latest trends, corporate strategies, challenges and catalysts driving the emergence of SDV.

Recent SDV trends.

Survey results indicate significant momentum in SDV adoption, with 43% of respondents expecting widespread SDV adoption within 5 years. Another 47% believe it will take 5-10 years for SDVs to become mainstream. With predictions that such vehicles will account for more than 90% by 2029, it is clear that SDVs are approaching a tipping point that will lead to the disruption of the traditional car market.

This growth is driven by growing consumer demand for a variety of software solutions ranging from interior personalization to driver assistance and entertainment. Over-the-air (OTA) updates are also becoming more prevalent as continuous in-vehicle and autonomous capabilities are introduced in vehicles. As electric and software-defined vehicles become more interconnected, automakers must adapt to changing consumer expectations.

Strategies companies are employing.

89% of survey respondents confirm that SDVs already play an important role in their corporate strategy. Another 10% indicated that SDVs have at least some strategic importance today. With such unanimity, companies are clearly taking steps to embrace software-defined transformation and build an emerging mobility ecosystem.

Their prioritized strategies for the next 12 months reflect this proactive stance. Increasing capital expenditures is a top priority for 74%, indicating major investment in developing programmatic capabilities and strengthening competitive positioning. Organic expansion, new product/service launches, social responsibility management and risk mitigation were also cited as priorities by more than 60% of respondents.

While these disparate efforts indicate a desire for SDV leadership, European companies are more hesitant to pursue acquisitions, with only 34% of respondents citing this as a top priority. Nevertheless, the wide range of strategic challenges indicates that automotive companies are realizing the scale of resources and transformational change required to capitalize on a software-driven future.

Challenges associated with achieving scale.

Realizing these ambitious SDV strategies will require overcoming key barriers related to complexity, cost, and security. Survey results indicate the significant investment required to build software in-house, with estimates that it could be as high as $2.7 billion per year per automaker. 52% of respondents have already allocated more than 15% of their total investment to SDV development.

Managing the proprietary operating systems underlying SDVs is also costly for 65% of respondents. While important for differentiation, proprietary systems create additional complexities that may prompt greater standardization. Along with cost, data security and privacy represent another major scaling challenge, according to 74% of respondents. Because SDVs generate huge amounts of sensor data, automakers must protect sensitive information to gain the trust of consumers and stakeholders.

Addressing these obstacles will require resources and partnerships to develop secure and flexible SDV platforms while controlling cost and complexity. Integrated solutions will be needed for automakers to balance custom development and standardization, internal development and external collaboration, and innovation and pragmatic implementation.

Catalysts accelerating the transition to SDV.

While there are significant barriers, the survey results also point to catalysts that can accelerate SDV adoption. The vast majority believe that software-defined vehicles will improve efficiency and reduce time to market, a critical advantage in a rapidly shortening product lifecycle.

83% believe SDVs will reduce time to market through agile development, continuous delivery and rapid integration of new features. Another 95% expect efficiency gains through an updated architecture that provides centralized control and data-driven optimization. Given that for 50% of respondents, SDV is already generating more than 15% of revenue, the business case for investment is compelling.

Collaboration is also an important factor, with 92% of respondents agreeing that SDV development depends on partnerships to share costs. Open ecosystems will be critical to bring together resources and capabilities of all stakeholders. Policies such as expanding communications infrastructure, encouraging pilot projects, and simplifying regulatory approvals could further stimulate SDV development.

Automakers seem to be behaving rationally, adopting strategies in line with theoretical and market expectations. Despite the complexity of SDV transformation, most respondents have already made some progress, which is an encouraging sign of the industry’s proactive stance. While the automotive landscape in 2030 will undoubtedly be dramatically different from today, current trends show that companies are taking the necessary steps to shape a program-defined future.

This study provides invaluable insight into the real-world changes taking place as smart mobility revolutionizes the automotive sector. By highlighting the latest developments in SDV and examining the readiness of incumbent companies for them, it provides an assessment of the industry’s transition and its own progress. For automakers, the study confirms the need to invest in software development before the window of opportunity closes. Software-defined vehicles are on the horizon, and the pace of development is accelerating rapidly. Automotive companies must accelerate even more if they hope to navigate the upcoming twists and turns and cross the finish line as leaders of the software-driven future.

Daniel Davenport is an Atlanta-based automotive expert specializing in software-driven vehicles, connected mobility ecosystems, and smart manufacturing. With nearly three decades of experience, he currently serves as a Hybrid Network and Cloud Solutions Specialist at NTT and is an AWS Certified Cloud Specialist.

Read more / Original news source: https://manipurhub.com/deloitte-study-assesses-the-automotive-industry-s-commitment-to-software-defined-vehicles-117/

In the realm of automotive innovation, self-driving cars have become one of the most advanced and controversial technologies. The promise of safer roads, increased mobility, and reduced congestion has spurred significant investment and development of autonomous car technology. However, as we enter the era of self-driving cars, the question of reliability is becoming increasingly acute.

Reliability in the context of self-driving cars goes beyond the traditional metrics applied to conventional vehicles. It encompasses not only mechanical and electrical components, but also the complex network of artificial intelligence algorithms and sensor technologies that enable these vehicles to navigate the unpredictable world of human traffic.

1. Hardware reliability:

Self-driving cars are equipped with an array of sensors, cameras, radars, and lidars that perceive and interpret their surroundings. The reliability of these hardware components is critical to the safe operation of autonomous vehicles. Severe weather conditions, physical damage or technical malfunctions can create serious problems. Engineers are working tirelessly to improve the durability and fault tolerance of these components to ensure stable operation of self-driving cars in a variety of environments.

2. Software reliability:

The brain of a self-driving car is its software – a complex combination of machine learning algorithms, neural networks, and decision-making processes. The reliability of this software is a matter of debate because it must operate in an ever-changing and unpredictable real-world environment. Ensuring the software’s ability to cope with unexpected events, make split-second decisions, and continuously learn from new data is a monumental challenge. Regular updates and rigorous testing are needed to address vulnerabilities and improve the reliability of autonomous driving software.

3- Safety and regulation:

Reliability also intersects with the regulatory framework governing self-driving cars. Ensuring that these vehicles meet stringent safety standards is paramount. Regulators around the world are actively developing systems to assess the reliability of autonomous systems. Creating a harmonized set of standards will not only build public confidence, but also provide manufacturers with a clear roadmap for improving the reliability of autonomous driving technologies.

4. Human-machine interaction:

The reliability of self-driving cars goes beyond the technical aspects to encompass the interaction between autonomous vehicles and humans – drivers, pedestrians, and cyclists. Predictable behavior, clear communication, and adherence to traffic rules are critical factors contributing to confidence in autonomous driving technology. Finding the balance between confidence and caution in the decision-making process of an autonomous vehicle is a continuous improvement process.

5. Learning from incidents:

Every incident involving a self-driving car, no matter how minor, serves as a learning opportunity. Manufacturers and developers must have robust mechanisms to analyze and learn from these incidents, continuously improving the reliability of their technology. Transparency in communicating these lessons to the public is critical to maintaining confidence in the evolving autonomous car landscape.

Conclusion:

In conclusion, the reliability of self-driving cars is a multifaceted challenge that requires an integrated approach. All aspects, from hardware and software components to regulatory frameworks and human-machine interactions, must be carefully considered to ensure the safe and effective integration of autonomous cars into our daily lives. As the technology evolves, collaboration between industry stakeholders, regulators and the public will be essential in navigating the journey ahead.

Read more / Original news source: https://manipurhub.com/the-reliability-conundrum-assessing-the-robustness-of-self-driving-cars-112/

The world’s largest automakers continue to invest in the future of electric vehicles (EVs). But before we discuss the latest investment, a key development in the United Auto Workers (UAW) debate in the US came to light this week. CNBC reported on the grandson of the legendary Henry Ford in a piece x1 “In a rare move, Ford’s executive chairman is urging the UAW to cut a deal and end acrimonious negotiations.”

Henry Ford’s grandson is current Ford executive Bill Ford.

On October 16, 2023, he spoke at an important event for the auto industry at the Rouge Visitor Center in Dearborn, Michigan, where he outlined Ford’s position on the stalled progress in negotiations between Ford and the UAW.

His remarks resonated throughout the industry:

“We are at a crossroads. Choosing the right path is not just about the future of Ford and our ability to compete. It’s about the future of the American auto industry.”

Read more about Ford’s arguments in favor of EVs below.

Ford has come under fire for its ties to CATL at an electric vehicle plant in Michigan.

CNBC’s report revealed that the U.S. government is set to review legendary American automaker Ford’s licensing deal with Chinese electric vehicle (EV) battery maker CATL. The terms of the $3.5 billion deal were originally announced on February 13, 2023 on x3. Watch the interview with Ford CEO Jim Farley via links on CNBC.

According to comments from Ford’s vice president of EV industrialization Lisa Drake, it’s clear that Ford’s place in the future of batteries and EV technology is not only tied to the nascent construction of gigafactories, but also to an emerging area of battery technology called lithium-iron-phosphate (LFP). Phosphate is a mineral that is mined as a natural resource and then sold as a global commodity, particularly for fertilizer and other agricultural products.

But this story is tied to intense competition in the industry between other major players like Tesla and Stellantis, whose executives proudly claim they have the most advantages to seek partnerships in the future trends of batteries, electrification, mining and mobility.

That’s a lot to say, but I’ll say it again: Trends in batteries, electrification, mining and mobility form a coherent picture at the intersection of global commodity markets and the energy transition fueling – or should I say electrifying – the EV revolution.

Read more about Stellantis’ case for EVs below.

Stellantis’ global market strategy is under a lot of pressure due to UAW union strikes.

According to one of CNBC’s latest reports, Stellantis may be forced to close 18 manufacturing plants in the U.S. as a result of ongoing negotiations with the United Auto Workers (UAW) union.

Not surprisingly, UAW union members are strongly opposing the move, which Stellantis believes will allow more investment in modernization plans. For example, the company’s parts and distribution network is envisioned as a “mega-hub” for future North American operations.

It’s a classic conceptualization exercise. In order to maintain its leading position in the global market, Stellantis wants to develop new concepts for the production and distribution of its vehicle lineup for both North American and global customers. This modernization is related to the distribution of vehicle components and parts, but it is also part of the company’s push into global markets.

In addition, on September 10, 2023, Saudi Aramco and Stellantis announced an agreement to jointly develop e-fuel solutions for the automotive industry.

The use of e-fuel in automobiles reduces carbon dioxide emissions compared to conventional fuels. This is part of Saudi Aramco’s strategy to produce lower carbon synthetic fuels for light-duty passenger vehicles.

These business agreements have a significant impact on how producers view geopolitical trends. For example, one of the key challenges for Saudi Aramco is how it will balance its most important partners, such as France and the US, with its most important customers, such as China.

But it is also part of the Dare Forward 2030 vision that Stellantis has been pushing since the 2023 Consumer Electronics Show (CES) in Las Vegas to advance its strategy in the global market and become a leading supplier of electric vehicles.

Read more about the latest trends in the global EV market in the publication “Areas and Manufacturers”.

Read more / Original news source: https://manipurhub.com/electric-vehicle-news-ford-and-stellantis-negotiations-with-the-uaw-are-heating-up-47/